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Turbofan Engine Malfunction Recognition and Response Final Report

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Turbofan Engine Malfunction Recognition and Response Final Report 07/17/09 Turbofan Engine Malfunction Recognition and Response Final Report Foreword This document summarizes the work done to develop generic text and video training material on the recognition and appropriate response to turbofan engine malfunctions, and to develop a simulator upgrade package improving the realism of engine malfunction simulation. This work was undertaken as a follow-on to the AIA/AECMA report on Propulsion System Malfunction Plus Inappropriate Crew Response (PSM+ICR), published in 1998, and implements some of the recommendations made in the PSM+ICR report. The material developed is closely based upon the PSM+ICR recommendations. The work was sponsored and co-chaired by the ATA and FAA. The organizations involved in preparation and review of the material included regulatory authorities, accident investigation authorities, pilot associations, airline associations, airline operators, training companies and airplane and engine manufacturers. The FAA is publishing the text and video material, and will make the simulator upgrade package available to interested parties. Reproduction and adaptation of the text and video material to meet the needs of individual operators is anticipated and encouraged. Copies may be obtained by contacting: FAA Engine & Propeller Directorate ANE-110 12 New England Executive Park Burlington, MA 01803 1 07/17/09 Contributing Organizations and Individuals Note: in order to expedite progress and maximize the participation of US airlines, it was decided to hold all meetings in North America. European regulators, manufacturers and operators were both invited to attend and informed of the progress of the work. Air Canada Capt. E Jokinen ATA Jim Mckie AirTran Capt. Robert Stienke Boeing Commercial Aircraft Van Winters CAE/ Flight Safety Boeing Capt. Kip Caudrey Continental Airlines Jackson Seltzer Delta Airlines Tim Hester Capt. John Sciera FAA Ann Azevedo Ed Cook Karen Curtis GEAE Sarah Knife Paul Mingler Jack Stopkotte JAA Laurent Gruz Northwest Tony Hunt David James Ohio State U Jerry Chubb Purdue University Mark Thom Pratt & Whitney Dick Parker Bob Valli Al Weaver (ret’d) TSB Canada Bruce McKinnon Nick Stoss United Airlines Rick Bobbitt Pete Delo Steve Ferro Erwin Washington US Airways Ron Thomas Volpe Center Judith Burki-Cohen 2 07/17/09 Introduction On 13 December 1994 a Jetstream 31 turboprop crashed at Raleigh Durham, resulting in fatal injuries to 15 passengers and two crew. It was determined by the NTSB that the pilot had mistakenly assumed that an engine had failed and subsequently failed to respond appropriately. The AIA, at the request of the FAA, subsequently undertook a project to identify the issues related to the accident and identify corrective actions. The results of the AIA/AECMA project were published in 1998 (Reference 1). Key findings of the AIA/AECMA Project Group included: • Although the vast majority of propulsion system malfunctions are recognized and handled appropriately, there is a shortfall in some pilot’s abilities to recognize and handle propulsion system malfunctions. The shortfall from initial expectation is due to improved modern engine reliability, changing propulsion system failure characteristics (symptoms), changes in flight crews’ experience levels, and related shortcomings in flight crew training practices and training equipment. • Industry has not provided adequate pilot training processes or material to ensure pilots are provided with training for powerplant malfunction recognition. This shortfall needs urgent action to develop suitable text and video training material which can be used during training and checking of all pilots for both turboprop and turbofan powered airplanes.. • The training requirements related to “Recognition and correction of in-flight malfunctions” are found in Appendix C of 14 CFR Part 63 for Flight Engineers. The disposition of the flight engineers recognition training requirements to pilots of airplanes where no “Flight Engineer” position exists is not apparent. However, the expectation does exist that the pilots will perform the duties of the flight engineer. • The review of simulator capabilities shows that the technology exists to better produce realistic propulsion system malfunction scenarios. However, at the moment, realistic scenarios are often not properly defined nor based on airframe or powerplant manufacturers’ data. Rather, the scenarios are often based on the customers’ perceptions of the failure scenario. There is generally no airframe or powerplant manufacturers’ input into realistic engine failure/malfunction scenarios as represented in simulators. Furthermore, the engine failures currently addressed in most training do not cover loud noises and the onset of heavy vibration. Complete and rapid loss of thrust is currently being trained and is probably the most critical from an airplane handling perspective; however, this failure is not necessarily representative of the malfunctions most likely to be encountered in service. There is also evidence that this lack of realism in current simulations of turbofan propulsion system malfunctions can lead to negative training, increasing the likelihood of inappropriate crew response. Review of current simulators indicates that the tactile and auditory 3 07/17/09 representation of airplane response to engine compressor stall/surge is very misleading. • A substantial number of the turbofan accidents reviewed are related to propulsion system malfunctions resulting in high-speed aborts, including above V1 and Vr. Accordingly, current pilot training may be deficient in addressing the symptoms of the malfunctions, particularly loud noises and the importance of V1 and Vr speeds. There was only one RTO-related accident identified on turboprop airplane in the database. The AIA/AECMA report included a recommendation that : The aviation industry should undertake the development of basic generic text and video training material on turboprop and turbofan propulsion system malfunctions, recognition, procedures and airplane effects. The FAA and ATA accordingly sponsored an industry/regulatory team, in September 1999, to develop such training material for turbofans (see Appendix 1). This report documents the activity of the team and summarizes the training material developed. The team was divided into two sub-groups, one addressing the development of text and video material, co-chaired by engine manufacturer representatives, and the other addressing simulator realism, chaired by UAL and Boeing. It was recognized that training material also needed to be developed for turboprops, but given the scarcity of resources available in the turboprop community, this activity was deferred until the turbofan material was under way. It was hoped that the turboprop activity would be able to leverage some of the turbofan work. The training material provided is intentionally confined to description of engine operation and propulsion system malfunction, and to broad outlines of intended pilot response. Specific procedures may vary between aircraft models and also between operators; the training material was intended to avoid conflict with published procedures. 4 07/17/09 Definitions and Acronyms AECMA The European Association of Aerospace Industries AIA Aerospace Industries Association ATA Air Transport Association CVR Cockpit Voice Recorder FAA Federal Aviation Administration FADEC Full Authority Digital Electronic Control LOFT Line Oriented Flight Training NTSB National Transportation Safety Board PSM + ICR Propulsion System Malfunction + Inappropriate Crew Response (limited to those malfunctions which did not inherently render the aircraft not airworthy) RTO Rejected takeoff V1 Takeoff decision speed Vr Takeoff rotation sped Inappropriate crew response: A crew response to a malfunction which was other than the response trained or defined in the AFM, and which led to an accident or serious incident. Selection of Malfunctions to be Trained Before either the text/video group or the simulator group could create training material, it was essential to agree upon the propulsion system malfunctions that should be addressed. The accident record shows that almost any malfunction can lead to inappropriate crew response and a subsequent accident, but that some are more likely to do so than others. It was decided that the malfunctions should be discussed in terms of the symptoms presented to the pilot rather than in terms of the detailed hardware failure, since similar symptoms were likely to prompt similar responses, and since detailed discussion of hardware would make preparation of generic training material very difficult. A poll of current simulators conducted by FAA-Flight Standards, in the work of the AIA PSM+ICR group, showed that a large variety of engine malfunctions are available in the simulators. There is no current guidance on which are the most valuable to the pilot and which should be trained. Only a few of these malfunctions are actually used by each operator, and their selection is at the discretion of the instructor. One of the most frequently used malfunctions – an engine flameout at V1 – is almost never encountered in service. Current practice, therefore, was not felt to be a good basis for what should be trained. It was recognized that each pilot would only have very limited time available in the simulator and that only a select few propulsion system malfunctions would be trained in that environment. A training video offered the opportunity to cover a wider variety of 5 07/17/09 engine
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